Clutch construction



Sept. 8, 1953 A. J. SYRovY ET AL CLUTCH CONSTRUCTION 3 Sheets-Sheet l Filed NOV. 19, 1947 A. J. SYROVY ET AL Sept. 8, 1953 CLUTCH CONSTRUCTION 3 Sheets-Sheet 2 m J m/ LR Mmmm/ omo V4.. .a T 2m@ T a L@ W/ Q m 5 un L/ 2 6 w ,a n; IPA wf M z w .if l f 7 9 my n l d 55 Z4 W Selm S, 1953 A. J. sYRovY ET AL 2,651,395

CLUTCH CONSTRUCTION Filed Nov. 19, 1947 5 Sheets-Sheet 5 fa l /aa 1 4 /35 9a s .a

V /3/ f/ 53 H8 5- Patented Sept. 8, 1953 CLUTCH CONSTRUCTION Augustin J. Syrovy, William T. Dunn, and Roy T. Buoy, Detroit, Mich., assignors to Chrysler Corporation, Highland Park, Mich., a ycorpora.-

tion of Delaware Y. Application November 19, 1947, Serial No. 786,980

10 Claims.

' This invention relates to power transmission, and particularly to improvements in clutch controls for semi-automatic transmissions of the manually selective type which transmissions provide, for instance, three forward speeds and a reverse speed.

One of the disadvantages of transmissions of the aforesaid type is the requirement -for declutching and making several selective gear changes in order to get into the cruising speed ratio drive from a starting gear ratio drive. To overcome this disadvantage, automatic shifting has been provided in some automatic type transmissions but such has been limited to the higher price lines due to the transmissions of this type requiring expensive mechanical and electrical controls in order to accomplish the automatic changes in speed ratio drive. 'I'he present invention contemplates a simplified, low cost, me-

chanical arrangement, free of complicated controls, for the accomplishment of automatic speed ratio changes, such an arrangement being particularly adaptable for relatively low priced automobiles. In its broad aspect the invention incorporates in a manually selective transmission a centrifugal force controlled clutch in combination with an overrunning clutch, these elements being arranged so that automatic changes in speed ratio drive between a starting gear ratio and a cruising direct drive ratio may be readily accomplished. When our novel construction is used in'combination with a iiuid coupling, it is possible, under ordinary conditions of forward drive,to merely shift from a neutral position to a starting gear ratio and thereafter de-clutching is unnecessary as the upshifts and downshifts, to accomplish the required changes in speed ratio drive, take place automatically.

An'object of the present invention is to provide an improved, inexpensive transmission incorporating a driver controlled automatic mechanical upshift between a starting second or intermediate speed and cruising direct drive or high speed.

Another object of this invention is to provide an improved, overrunning clutch construction for; transmissions in which yautomatic changes in speed ratio between a reduced speed starting gear ratio andaJ cruising direct drive ratio are readily accomplished.

Another object is to provide a simple, inexpensive three forward speeds and reverse speed transmission for low price cars which transmissionv has at least one automatic .speed change.

A further object is to providea transmission ofthe aforesaid type having a two-way drive in each speed ratio and in addition a freewheeling intermediate speed ratio adapted to be automatically upshifted into a, direct drive ratio.

An additional object is to provide an improved, simplified transmission having a starting, oneway, intermediate or second speed drive, adapted to be automatically shifted into high speed direct drive, and also a starting, two-way, intermediate or second speed drive operable for engine braking purposes.

. A further and specific object of this invention is to provide a transmission having a manual shift from a neutral condition to one-way, relatively slow speed drive from which drive there is an automatic, delayed action, upshift to a twoway relatively fast speed drive, which latter drive is establishable by engagement of a centrifugal force type pawl clutch, the driven member of said clutch, prior to engagement, being constantly driven at the speed of saidone-way drive to facilitate a synchronized shift into either of said drives.

Another object is to provide a transmission having means for establishing a one-way and a two-way relatively slow speed ratio drive from neutral and means for establishing a relatively fast speed ratio drive from said one-way slow speed drive, the construction being such that all drives are effected by synchronized shifts.

j These and other objects and advantages of our invention will become apparent from the following descriptionl when taken in conjunction with the accompanying drawings wherein:

Fig-1 is a diagrammatic showing of the power plant and drive mechanism of a vehicleincorporating the present invention;

Fig. 2 is a sectional elevational view through thefluid coupling, clutch and speed ratio changing transmission of a vehicle embodying our invention, the gearing being shown in neutral position;

Fig. `3 is an enlarged sectional elevational view of a portion of the transmission shown in Fig. 2, the shift sleeve being shown in forward engaged position 'with the pawls of the centrifugal clutch extended to transmit direct drive;

Fig. 4 is a sectional view taken along line 4--4 of Fig. 2 showing the centrifugal pawl mechanism .with the pawls engaged;

Fig. 5 is a sectional view taken along line 5--5 of Fig. 2 showing the overrunning clutch mechanism;

Fig. 6 is a sectional elevational view of a trans- 3 mission embodying e, modification of our invention, the gearing being shown in neutral; and

Fig. 7 is a plan view of the blocker elements used in the modification shown in Fig. 6.

Referring now to the drawings wherein similar reference characters are used to designate corresponding parts in the several views1 Fig. 1 illustr-ates a typical diagrammatic arrangement of a vehicle embodying the transmission mechanism constituting the present invention. The vehicle engine A is connected to the driving wheels l of the vehicle through a fluid power transmitting and clutch unit B and a change speeding gearing C, shown in detail in Figs. 2-5 inclusive, and comprising a three speeds forward and reverse transmission having an automatically operative shift arrangement from an underdrive ratio into and out of the direct drive ratio. As seen in Fig. l, the output or driven shaft |2 of the unit C is connected by means of the usual propeller shaft |4 to the customary differential gear box I6 which in turn drives the axle shafts i8 on which lare mounted the driving wheels I0. i

As best been in Fig. 2, we preferably arrange for transmitting drive from the crankshaft of engine A to the transmission C through clutch means B comprising a uid coupling D of the kinetic type operating in conjunction with a manually releasable friction clutch E of conventional design which is primarily employed to facilitate manual shift in the transmission C. Due to the use of a fluid coupling it is possible to start from any selected gear ratio and accordingly, for ordinary forward drive, starting in either of the hereinafter described intermediate or second speed gears is simplified and most advantageous for declutohing and manual shifting is either materially reduced or eliminated.

The engine crankshaft 20 drives the coupling impeller 22 and the rotation of the impeller 22 causes fluid to circulate in the vaned passages of the iuid coupling D so as to drive the vaned runner 24 in the customary manner of operation for fluid couplings of the type illustrated. The runner 24 drives the clutch member 26 of the friction clutch E. Driven clutch member 28 is fixed to intermediate shaft 30 and is adapted to be drivingly disengaged from driving member 26 by depressing a clutch pedal (not shown) which slides throw-out sleeve 32 forwardly to operate levers 34 so as to unload driving pressure plate 36. Springs 38 load this plate 36- and cause engagement of the clutch E when the clutch pedal is released.

Shaft extends rearwardly into the housing or casing 4S of transmission C (Fig. 2) where it is rotatably supported by a ball bea-ring unit 42. The rearwardly extending end of shaft 30 is formed with a main drive pinion 44. Also formed on the rear end of the shaft 30 is an enlargement constituting the pawl carrier of the centrifugal clutch F, more clearly illustrated in Fig. 3 and subsequently described in detail. The drive pinion 44 is hollow and journals, by a bearing unit 46 (see Fig. 2), the forward end of the transmission driven shaftY I 2, the rear end of shaft I2V being journaled in bearing unit 41. Shaft l2 may also carry at its rear end a propeller shaft brake drum 48, having braking mechanism (not shown) associated therewith.

The drive pinion 44 continuously meshes with a gear 5! for driving the countershaft gear cluster 52. The gear cluster 52 is rotatably mounted on a countershaft 54 which is 4supported at its end portions by the casing 40. The gear cluster 52 includes a second or intermediate speed pinion 5G, a first or lov.7 speed pinion 58 and a reverse pinion B0.

The intermediate or second speed pinion 56 constantly meshes with an intermediate or second speed gear 62 which is journaled for rotation on the driven shaft l2. The second speed gear 62 has a forwardly extending hub 53 provided with teeth 65. Hub portion 53 is also provided with a frusto-conically shaped surface Q adapted to receive blocker-synchronizing ring 9| having teeth 93.

Forwardly of intermediate speed gear B2 a hub 81 is splinedto the driven shaft |2. Hub 81 has external splines or teeth 84 adapted to receive the internal teeth S0 of a shift sleeve 68 slidably mounted on the hub 8'! for forwardly and rearwardly axial movement.

A centrifugal clutch F, preferably of the pawl type, see Fig. 4, is mounted between the forward end of the driven shaft l2 and the rear end of the drive pinion 44. The clutch F comprises the pawl carrier 45, fixed on the rear end of drive pinion 44, and a clutch shell member 8|), rotatabh7 mounted on the forward end of driven shaft l2 by means of a hub portion comprising a main portion 8i and a rearwardly projecting extension 8 la drivingly connected with the main portion 8| by teeth 8th received in seats Sie of the portion 8|. The pawl carrier 45 is provided with pawl guides H4, H5 having arcuate faces HB fitting within the overhanging portion H8 of the clutch shell member 82. Slidably secured to the carrier guides H4, H5 are a pair of radially movable pawls |29 which are adapted for limited outward movement oppositely to one another to engage the pawl receiving slots |22 provided in the overhanging portion H8 of the clutch shell member 80. Engagement of pawls |20 with slots |22 establishes a two-way direct drive between the driving shaft 3U and the driven shaft I2 if the hub portion 8| of clutch shell 80 is drivingly connested to the driven shaft hub 81 by the clutch sleeve 68. Four pawl receiving slots are provided in the overhanging portion H8 of the shell member 80, the slots being degrees apart. Each of the pawls |20 has a pair of side faces in sliding engagement with side faces of the pawl guide members H4, H5 as clearly shown in Fig. 4. In order to normally urge the pawls inwardly of the pawl cage formed by the guide members I4, H5, so as to prevent their engagement with the shell slots |22, until a predetermined speed of 1'0- tation of the pawl carrier 45 has been attained, control or governor compression springs I3| are seated in recesses |32 in the guide portions H5, the springs |31 extending into recesses |33 in the shoulders |35 of pawls |20. Adjustment of the engaging speed of the pawls |20 may be made either by replacing the springs 13| with springs of diiferent force values or by means of adjustment bolts (not shown) which may be provided so as to vary the tension of the springs.

The slots |22 in the pawl shell 80 are arranged so that diametrically opposite slots will simultaneously register with the pawls |28 so Ias to receive the pawls under the conditions hereinafter described.

The pawls |2|l tend to move outwardly to engage the slots |22 after the pawl carrier 45 reaches a speed of rotation sufficient to overcome the resistance of the springs |3 To prevent ratcheting between the pawls |20 and the slots |22, and to insure alignment of the pawls |20 with the pawl slots |22, when the pawls move outwardlyuto engage theslots, a balkring |31, carried by shell member 80, is provided.

The balk ring is of the type shown in the appli-f cation of Robert W. Wolfe, Serial No.-1780,011,

led October 15, 1947. The aligning slots in`- the balk ring |31 are engaged by pins |39carried by the pawls |20. yWhen the'pawls move:-

outwardly into the slots |22, their movement `is limited by engagement of the portions |38 of the' pawl shoulders |35 Vwith the inner surfaces |40 of the guide portions ||5 of the pawl carrier. 45. Gear 62 carries acylindrical, axially extending,

overrunning clutchf shell |00.'Y An overru'n'ning ber 80 of centrifugal clutch 'E'. Overrunning`- clutch G provides a one-way driving connectionr between the shell carried by the intermediate speed gear 62- and thehub portion 8| of the shell member 80 ofthe centrifugal clutch F, clutch G being adapted to drivingly lock the gear 62 and the shell 80 together upon tendencyof the gear 62 to rotate faster than thel shelly,4 in a `forward direction, while permitting overrun o f theshelll relative to the gear 62.v The clutch G is of the'v conventional overrunning type and is provided with rollers 94 and a cage or carrier 96 having tabs 91 receivable into slots 98 in the shell hub portion 8|. The hub portion 8|v of the centrifugal clutch shell 80 is provided with cam faces 99 forming the inner race of the overrunning clutch device G. The overrunning clutch shell |00, splined to the gearv62 at 65, bridges the hub 81 and sleeve 68 and has a forward annular portion |0| surrounding the overrunning clutch rollers 91|` so as to provide a smooth runway therefor. A torsion spring |02V biases the rollers 94 in the direction of thearrow. |04, see Fig. 5, so as to move the rollers into a locked-up position and lock-up occurs whenever4 the gear 62 tends to rotate forwardly, in the dif. rection of the arrow |04, faster than the'shell 80.

The rear end portion Bla centrifugal clutch shel1 83 as well asa frusto-conically shaped surface P` on which is rotatably mounted a conventional ofthe hub portion of synchronizing and blocker element or ring 12- having clutch blocker teeth 14. 'Ihe teeth 83 and 14 the forward ends of sleeve teeth 90, engageable.` with the teeth 83 and 14, to facilitate blocking and shifting of shift sleeve 68. In alike man.l ner teeth 93 and 66 are pointed on their forward ends, as are the rear ends of sleeve teeth 99, to facilitate rearward shift of the sleeve 68. vPreferably the teeth 14, S3, 93, 66 and 90 are equally angled at each side. The teeth 90 of sleeve 68 are preferably of the same form as the blocker teeth 14 and 93 and the hub teeth 66 and 83. 'Ihe blocker rings 12 and 9| are provided with suitable clocking slots (not shown) which are adapted to receive mating clocking lugs (not shown) carried by the hub 81, this slot and lug means connecting the rings 12 and 9| to the hub 81 in a manner well known in they art.

lTo provide for the shifting of sleeve 68 the overrunning lclutch shell 00 is provided with axially extending slots for the shift pins |06. The shift pins |06 are carried by and project inwardly from a shift ring |01 which ring extends concentrically about the overrunning clutch shell |00. Shift I pins |06 have their inner end portions seated in a channel 80 is provided With teeth are pointed on their rear ends, as are.

| which form channels- .the pawl shell `hub teeth 83 extending aroundthe shift sleeve '68. Thev pins` |06 connect theshift ring- |01 to the shift sleeve 68 so as to providegrmeans for axial shift-of sleeve 68 but this connection does not transmit drive from the shel1 |00 to the sleeve 68.d SlotsA |05 limit the forward and rearward axial movement' of the shift sleeve 68.

MItvvill'be seen that our construction'providesatransmission in which theouter' shell 00 of'. the overrunning clutch G bridges the shift sleeve 68 and provides aportion |0| ywhich overhangs the rollers 94 and'inner race 99 of the overrun" ning clutch G. This 'construction eliminates sidel torque in the overrunning clutch and also provides Aadditional'fspace for the use of `blocker rings of various sizes and shapes. It has'been found that enlarged blocker rings of rugged con struction are desirable in certain types of trans-1 missions and ourarrangement provides suicient Space for considerable variation inthe size and shape ofthe blocker rings Without materially a1-A tering the other elements of the transmission: Also, this construction provides means for con-'- Stantly' driving the driven member 80 of the centrifugal clutch F from the'gea'r 62 through overrunning clutch G. 'Such-Va"u construction synchronizes "shiftingofthefshift sleeve 68 dueto thefa-ct that thev gear 62 and clutch member'80 normally rotate atthe same speed. I l Y The shift sleeve 68 is adapted to be `shifted forwardly from the neutral 1 position shown in Fig. 2 to the second speed, one way drive, free- Wheeling position wherein thel sleeve teeth are engaged with the pawl shell hub teeth 83' to thereby establish the freewheel second speed'v drive ratio between the input shaft 30 and the driven shaft 2 through the means consistingV of elements 30, 44, 50,"56, 62, |00, G, 8|, 83,1 90,` 68, 84,v 81V and I2. r This isv a synchronized shift,l the speed of second speedgear 62 and shaft I2 being synchronized-by ring v12 before engagementfo'f sleeve teeth 90 withshell hu'b teeth 83 may be effected.

The Vsleeve 68 V'is rearwardly of the neutral'positiony shown in Fig." 2, to Va/ second speed, two-Way drive position so as toV engage the sleeve teeth 90 with the teeth 6601i the hub 63 of gear62 to thereby establish a non-freewheel, two-Wayjsecond speed drive' through the means consisting of elements 30,v 44,50, 56, l62.66, 90, 68, 84, 81 and l2. vThis is also a synchronized shift due to the action of blocker ring'9l. When established in non-freewheel second, sleeveteeth'90 `are disengaged from and this preventsk drive by the gear 62 through the freewheel de vice G. A f

In 4the neutral position ofthe sleeve 68, see` Fig. 2, the sleeve teeth 90 are disengaged from both theY pawl shell hub teeth 83 and the secondI speed gear teeth 66. In shifting from neutral to either of the second speed startinggear ratios it is merely necessary to move the shift sleeve 68 either `forvi'rardly or rearwardly to engage eitherthe teeth 83 or the teeth trespectively.` If the sleevell is'engaged in either the automatic freewheel second speed or the, two-Way drive second speed, it is arsimple matter to declutch and to shift tothe other second speed gear for I it merely requires disengagement of the sleeve.

sleeve teeth with the other set of gear teethf' To accomplishthis change it is merely necessary to engage one set of -gear teeth. In prior lcon'-A als'o vadapted to be shifted'Y 7 Y structios of this type is frequently required en gagement of two or more sets of gear teeth in shifting between an automatically upshifting, freewheel second speed and a two-way drive secortd speed.

The sleeve 68 is adapted to be shifted into the various positions by a shift yoke and rail mechanism (not shown) under control of the driver. suitable stops or detents being provided to properly locate the sleeve.

Rearwardly of the gear 62 the shaft |2 is pro'- vided with a spiral splined portion |08 on which is slidably mounted a combination low or rst speed and reverse gear H0, this member being shown in its neutral position in Fig. 2. This gear H may be shifted forwardly or rearwardly of its neutral position by the suitable yoke and rail mechanism (not shown) under driver control. When shifted forwardly the gear H0 becomes engaged with the low speed or rst speed pinion 58 to establish the low or first speed drive ratio between the shafts 30 and I2, the drive transmission being through elements 30, 44, 50, 58, ||0, |08 and |2. When shifted rearwardly the gear ||0 becomes engaged with an idler gear ||2 that is constantly in mesh with the reverse pinion gear 60, thus establishing reverse drive between the shafts 30 and |2. It will be understood that when shifting the gear ||0 the shift sleeve 63 is in neutral position.

Operation In describing the operation of this transmission let it be assumed that the shift sleeve 68 and the combination low-reverse gear |10 are both in neutral positions the clutch E engaged and the engine idling at approximately 450 R. P. M. nder these conditions the impeller 22 of the fluid coupling D will rotate at engine speed. There will be very little slip in the fluid coupling at this time due to the drag of the coupling seal |56- between the impeller 22 and runner 24 and the light load imposed on the coupling by the clutch G, pawl carrier 45 and countershaft parts. Hence, the pawl carrier 45 will rotate at a speed slightly under engine speed which is notl sufficiently high to cause centrifugal force to move the clutch pawls |20 outwardly into the slots |22 of the pawl shell 80. Moreover, there will be no drive between the gear n(i2 and sleeve 68 since the teeth 66 of the gear 62 are disconnected from the teeth 90 of the shift sleeve 68. Furthermore, as the teeth 90 of sleeve 68 are also 'disconnected from the teeth 83on the hub portion 8|a of the pawl shell 80, there is no drive transmitted from the gear 62 through the freewheel clutch shell |00, the freewheel clutch G and hub teeth 83 to the sleeve 68.

In order to obtain forward movement of the car, the driver releases the clutch E so as to permit manual shift into one of the two second speed starting gear ratios or into low gear.

If the driver desires to start in the automatic upshifting second speed gear ratio he shifts the clutch sleeve 68 forwardly during which movement the sleeve teeth 90 becomes engaged with the teeth 83 of the pawl shell hub Bla so as to drivingly connect the hub 8| to the sleeve 68. Upon completion of this shifting movement the driver will engage the clutch E and depress the fuel accelerator to speed up the engine and the car will be driven forwardly in the freewheeling second speed ratio referred to above, through the gear train comprising shaft 30, pinion 44, gear 50, pinion 56, gear $2, shell |00, freewheeling device Gg hub 8|, teeth 83 and 90, sleeve 68, hub 61- and shaft |2. This is the starting drive ratio that permits an automatic upshift to direct drive, under driver control. The car will be accelerated in this freewheel second speed ratio, with the va-rious elements being speeded up as the engine speed is increased by further throttle opening movement of the accelerator. Manifestlyi the pawlcarrier 45 will rotate at a speed correspondf ing to that of the coupling runner 24 and at some predetermined speed of these elements, for example, 650 to 750 R. P; M. substantially corresponding to a car speed in direct drive of about 13.6 to 16 M. P. H. the centrifugal force of the pawls |20 will overcome the resistance of the springs |3| and tend to move the pawls radially outward but their movement is restrained by the ball; ring |31. The balk ring |31 will not permit the pawls to move outwardly under these condi-- tions for the pawl carrier 45 is at this time rotating faster than the shell H8. This condition will continue so long as the runner 24 imposes torque on the shaft 30 that exceeds the load on the driven shaft |2. When the driver wishes direct drive speed ratio to be established he merely releases the accelerator to decelerate the engine and relieves the driving torque through the transmission, whereupon, the runner 24 and pawl carrier 45 will slow down and when the rotative speeds of the carrier 45 and shell 80 cross each other, that is, become synchronized, the balk ring |31 will have aligned the pawls |20 with the slots |22 so that the pawls |20 will move outwardly to cause engagement of the pawls |20 and the slots |22. Upon depression of the accelerator to again speed up the engine, the transmission of torque will again be resumed and direct drive will have been established. Direct drive is transmitted through the train compris-A ing the shaft 30, pawl carrier 45, pawls |20, slots |22, shell 80, hub 8|, teeth 83 and B0, sleeve 68, hub 81 and shaft |2. This is a two-way drive. It will be understood that in making engagement with the slots |22, the pawls |20V will be cushioned by the fluid coupling D which will absorb any shock occurring in the engagement and will also reduce to a minimum, vibration and noise.

The pawl clutch F will remain engaged and the vehicle be driven in direct drive until the speed of the pawl carrier 45 falls below a predetermined R. P. M. for instance, approximately 500 to 625 R. P. M. corresponding to a vehicle speed of. about 10.5 to 12.75 M. P. H. in direct drive, whereupon the springs |3| will effect a release of the pawls |20 from the slots |22 and hence a release of the direct drive. Upon release of the pawls |20, direct drive through the shell ceases and the freewheel unit G will simultaneously and automatically re-establish freewheel second speed drive through the transmission. In view of this automatic operation it is possible, for exam1 ple, for the driver to slow down the vehicle in approaching a traffic signal and to obtain an automatic downshift from direct drive to freewheel second drive ratio in the process, all with out releasing the clutch E. After applying the brakes to bring the vehicle to a stop at the trafhc signal, the driver may allow the transmission to remain in freewheel second speed drive ratio, without any creep of the vehicle occurring, inasmuch as at this time the engine idle speed is preferably insuicient to develop the torque r'equired to overcome the drag load of the vehicle on the runner of the fluid coupling D. When the.

traffic signal changes, the driver need merely de- Iv'press the accelerator pedal to accelerate the vspeed has been attained.

It is sometimes desirable, vfor instance, when coasting down a hill in direct drive or freewheel second, to obtain engine braking in second speed. This may be obtained by the driverreleasing the clutch E and shifting the clutch sleeve 68 rearwardly to successively disengage sleeve teeth 90 and hub teeth 83 and then engage the sleeve teeth 90 with the teeth 66 on the hub gear 62 to establish a two-way engine braking drive comprising the shaft I2, hub 81, sleeve 68, gear 62, pinion 56, gear 50, pinion 44 and shaft 30. In making this shift, if the pawls be then engaged with slots |22 in direct drive, the release of clutch E, prior to shift of sleeve 68, relieves the driving torque between the pawlsand the shell slots and also momentarily reduces the speed of rotation of the pawl carrier 45 sok that if there is insufficient centrifugal forceto urge` the pawls outwardly `against theforce exerted by the .springs 3| .the pawls will be retracted by springs |3| and disengaged from slots |22. With the sleeve teeth 93 and clutch teeth 66 engaged the vehicle is established in a two-Way, non-freewheel, over-speed drive for engine braking purposes.' Note that whether or'not the pawls |20 are disengaged is of no momentsince the shell 80 can overrun thevgear 62.

Shift from two-way second speed drive to free- `wheeling second speed drive is obtained by releasing the clutch E to obtain a release or reversal Vof driving torque on the engaged teeth 66, 32|

whereupon a forward shift of ,thek sleeve 68 will disengage these teeth and subsequently engage the sleeve teeth 90 with the teeth 83 onthe hub f 6|. Engagement of teeth 83 and 90establishes the freewheel second speed drive from the gear 62 through the shell |00, and the freewheel clutch G to the sleeve 68, hub 61VV and shaft'l2. This shiftV between the one-way and two-way second speed drives is readilyaccomplished due tol the'fact that gear .62A and clutch membero normally rotate at4 the same speed. v Y

If high torque multiplication is desired, for starting under adverse conditions, the shift sleeve 68 isV left in neutral position and the low speed gear I0 is shifted forwardly,` to engage the Vlow speed pinion 58. Thereafter 'upon depression Vof the accelerator the vehicle will be driven through the shaft 30, pinion 44, gear'50, pinion 58, gear |0 and shaft I2 in the low or firstspeed ratio.

Reverse drive is made available by shifting the combination low speed and reverse gear 0 rearwardly to engage the idler gear' l2 tothereby establish reverse drive through the shaft pinion 44, gear 50, pinion 60, idler gear ||2, gear HU, and shaft I2.

It will be understood that adequate'meansare provided for locking the shift sleeve 68 in neutral when making any shift of the gear H0 and conversely the gear ||0 is locked in a neutral position when shift is made of the sleeve 68. y

Referring to Figs. 6 and '7' thereis shown a modified form of our invention in which a different type of blocker ring construction is used, from that disclosed in Figs. 1 through'f'n. JIn this'modilied construction the shift sleeve '|30 has internal teeth |3| engagedwith splineways 84 of the hub 81, sleeve |30 -being vadapted Afor forwardly ,or

element engagement between elements |21 and |32 is 'l0 rearwardly axial shift. YForward shift of sleeve |30 clutches sleeve teeth I3| with teeth 83 of the centrifugal clutch F so as to provide means for the transmission of one type of underdrive and direct drive between the drivepinion 44 and the driven shaft I2, whereas rearward shift of sleeve |30 clutches the teeth |3| with the'teeth 66 of the intermediate speed gear 62 so as to provide Afor transmission of a two-way, reduced speed drive. Each such shift of sleeve |36 is made under control cf a blocker synchronizing means to insure synchronous rotation of the teeth to be clutched, this means preventing a complete clutching shift until the synchronized relationship is established.- The synchronizing control means includes friction blocker ring elements |32 and |33.

The blocker element |32 includes an annular portion |34, having a frusto-conical shaped, internal, friction surface engageable with the frusto-conical shaped, external, blocker ring sup-'- porting surface of element |21, and a plurality of circumferentially spaced, axially extending iingers |35. Fingers are adapted to be received in axially extending openings |36 formed in the outer periphery ofthe shift sleeve |30. AEach finger |35 is reduced in thickness, along a portion of its length, to provide a radially outwardly extending and axially facing abutment 4| and is reduced in width to provide oppositely disposed cam shoulders |31 respectively engageable with .cam shoulders |38 at the ends of the transverse sleeve openings |36 along the adjacent side of the sleevelil). The cam shoulders |31 and |38 provide a synchronizing blocking means for the shift of sleeve teeth I 3| into engagement with teeth 83, this meansreceiving axial thrust which forces blocker element |32 into, synchronizing frictional drive engagement with the blocker ring supporting element |21. Each opening |36 in the shift sleeve |30 is circumferentially larger than the Ywidth of the main portion of the iinger element |35 normally positioned therein prior to clutching engagement. The enlarged finger openings |36 permit limited relative rotation between the shift sleeve |30 and the blocker ring |32. When synchronized clutching established then axial thrust of the sleeve |30 causes relative movement between the elements |30 and 32 which releases the blocking shoulders |38 to 'permit vcompletion of the forward clutching shift of Sleeve |30.

The blocker element |33 is similar to blocker lelementl 32 and has an annular portion |39 provided with an internal, frusto-conical shaped, friction surface engageable with a similarly shaped external blocker ring supporting surface on blocker ring supporting element |29, element |29 being splined to the gear 62 as shown at |29. Blocker ring element |33 has a' plurality of circumferentially spaced, axially extending fingers |40 respectively extending into the openings |36 of the shift sleeve |30. Each finger |40 is reduced in thickness,` along a portion of its length to provide an abutment portion and is reduced in'width to provide opposed cam shoulders |42 respectively engageable with cam surfaces |43, at the ends of the sleeve openings |36 :along the side of the sleeve adjacent the element |33. The cam surfaces |42 and |43 are adapted to block the shift of sleeve teeth |3| into engagement with the teethr66'of gear 62 and to receive axial thrust from the sleeve for forcing blocker element |33l into synchronizing frictional driving engagement with the blocker ring supporting element |23. As previously described in connection with blocker element |32, itwill be noted that the sleeve openings 136 are circumferentially larger than the width of blocker iingers 14s so as to" permit limited relative rotation between the shift sleeve and the blocker element |33 and accordingly when the aforesaid frictional driving engagement is established relative movement between sleeve |30 and element |33 will release the blocking shoulders |42 and |43 to permit completion of ythe clutch shift between teeth 13| ofthe shift sleeve and teeth 66 of intermediate speed gear 52.

The reduced inner end portions of each pair of registering fingers |35, overlap in the receiving recess |36 and cooperate one with the other to position the blocker elements |32, |33 in relatively light frictional engagement with the associated blocker supporting surfaces |21 and |29. For this purpose the free end of each finger |35 engages the shoulder of its registering finger |40 and the free end of each ofthe iingers |40 engage the Iabutment 14| of the registering nger |35, although for purposes of manufacture and assembly it maybeexpedient'for only one of such free ends to engage the abutment of a registering finger for this engagement alone will be suiiicient to position the blocker" elements for relatively light frictional engagement with their cooperating parts. It Will be understood that the latter engagement'is of a degree sufficient to cause the elements |32,A |33 to rotate with the cooperating parts |21, |29 to`one extreme position relative to recesses |36, when'the speed of rotation of sleeve |30 differs from that of either teeth `8i! or 6,5 and thereby disposes a cam shoulder |31 in blocking relationship to a shoulder |38 as well as a cam shoulder |42 in blocking relationship to a shoulder. |43.

While the initial abutting engagement of ngers |35 and 14n may be established on assembly and relied on to produce the necessary light frictional engagement to energize the blockers as aforesaid, nevertheless, it may be expedient for. manufacture and assembly to provide greater tolerances than would exist in the construction so far described and we have, therefore, provided a plurality of coil springs |41, each received in a bore |40 in gear 6.2, springs |41 exerting an axial t thrust against blocker supporting element 129. The action of springs |41 will take up clearances resulting from variations in manufacture of the blocker components and will compensate. for wear of the blocker components. The axial thrust exerted upon the blocker ring |33 by the springs |41 will be transmitted to the other blocker ring |32 through the abutting, overlapping fingers |35 and |40.

If desired, the internal frusta-conical shaped surfaces ofthe portions |34 and 130 of blocker rings |32 and |33 respectively may be threaded to improve the frictional engagement between these abutting elements. The shift sleeve |30 has connected thereto an external channel shaped portion i 49. adapted to receive shift pins |06 carried byshift ring |01. Pins |00 rotate in the channel ot member |49 but drive is not transmitted from the sl'iellV |00 to the sleeve 13,0 through these pins. Shift ring Y|||1 is mounted on overrunning clutch shell 100"and shift pins |06 extend through vslots |05"in the shell |00 so as to provide means for shifting the'sleeve |30 axially.A

y the construction disclosed in Figs. 6 and 7 it will be seen that a construction permitting the use of enlarged blocker rings has been provided. Furthermore, this modied'construction permits considerable variation in the type of blocker ring used in a transmission of this type. Aconstruction permitting variation'in the type of 'blocker ring, without material change of the other elements of the transmission, is particularly advantageous in that the blocker ring construction can be se lected to meet the particular job for which the transmission is designed and no other material alterations need be'made in the construction of the' transmission. A

' From the above description it will lbe seen that we have providedA a novel transmission construetion having 'an automatic speed upshift and downshift, free of complicated control devices and effecting a low cost, simplified transmission structure.` It will be understood that although the particular arrangement disclosed herein is well adapted for carrying out the objects of our invention, various modifications, changes and substitutions may be made without departing from the spirit thereof. The present invention is, therefore, to be'construed to include all such Inodiications, changes, and substitutions as may come within the scope of Vour invention as set forth in the appended claims.

1. In a power transmitting device, a driving shaft, a driven shaft, a first clutch member carried by said driving shaft and non-rotatable relative thereto, a. second clutch member rotatably mounted on said driven shaft, said clutch members being adapted to be synchronouslyA engaged to provide fora two-way direct d rive connection between said driving and driven shafts, a gear rotatably mounted on the driven shaft, means arranged to continuously rotate said gear on said driven shaft, a shell carried by said 'gear and mounted conoentrically about said driven shaft so as to permanently extend Abetween said gear emissie S'efgrld Centrifiiea cluihmember. a one-way drive transmitting device'connected between said sheli and said secondv clutch inem,- ber te drive .Seis estril.' clutch. member' ai' the Speed. Qi said geen, and. a Shift' ilevemoiinid on said driven shaft and snif-table' axially there: ef., Sais shift Sleeve baies' adeptes@ ivr'l- @ver stiftet te De@ axial. posities' so Sie drivieelr 9911.118012 ,Said Steeg@ @with member to Said driven shaft t9 est. 11.5.11 e one-var ,drive it id driven. sin@ frein gear which' drive may t scrivete@ inte a ive-Wer direct.' eine b'tiven .Seid driving. Shaft en@ Said driven Shaft. Said een@ @ist regs naar@ i9.re'snio-edxa11t'b another position, to respectively disconnectfsaifd ceezvar drive wie raid. eser and directlrl gest Said sleeve, with Sat1. scar to eiabhsii a tiva.- vay drive between .Sais scar and. Said driven Shaft.

t. A. Gleich @attraction admise t0 drivingly connect a pair of rotatable, driving and driien members f91: the transmissico 0f. aplura 'tv bf difieren@ drives. campus i .s attuati@ 6111i cerise a durch' peril. be? dringen mangiati 0n said'driris rribr and a Sern@ sleigh. member. that. ifsinv enseseeble with .Said @ist Clutch member, iaui nailed Qn saisi @tiren member@ Second.' mentally @sembla Clutch device dririnslr mouthed oifs' driven member., heuse. shiftabl'e'drue iranfsm t img. means.. Said second, clutch menber'b Sad first clutch device having meansadaptfedto be drivingly engaged with theshi'ftablemeans of said second clutch device in one position of said jshiftable means to transmit one drive between -said driving and driven members, a gear jour- 'nalled on said driven member having means adapted to be drivingly engaged with the shiftmanently extending between said gear and said "second clutch member of said rst clutch device both of the said positions of said shiftable means including a one-way drive transmitting Vmechanism arranged to permit said second clutch member of said first clutch device to overrun said gear in one-direction of rotation, manually operable control means for selectively engaging the Ashiftable means of said second clutch device with the second clutch member of the first clutch de- 4vice and with said gear, and a second drive transmitting means connected between said driving member and said gear.

3. A clutch construction adapted to drivingly connect a pair of axially aligned, rotatable, driving and driven shafts for the transmission of a plurality of different drives comprising a first,

'driving shaft speed controlled clutch device having a first clutch member drivingly mounted on said driving shaft and a second clutch member, that isdrivingly engageable with said first clutch member, journalled on saiddriven shaft, a second, manually controlled clutch device drivingly `mounted on said driven shaft having a shiftable Vmeans movable between different positions to provide means for transmitting different drives between said shafts, said second clutch member of said first clutch device having means adapted to be drivingly engaged with the shiftable means of said second clutch device, a gear journalled on said driven shaft havingmeans adapted to be drivingly engaged with the shiftable means of said second clutch device, a rst drive transmitting means permanently extending between said gear and said second clutch member of said first clutch device including a one-way drive transmitting mechanism arranged to permit said second clutch member of said first clutch device to overrun said gear in one direction of rotation, manually operable control means for selectively engaging the shiftable means of said second clutch device with the second clutch member of thevfirst clutch device and with said gear, and a second drive transmitting means connected between said driving shaft and said gear, said first drive transmitting means being continuously connected between said gear and the second clutch member of the first clutch device for all positions of the shiftable means of the second clutch device.

' 4. A clutch construction adapted to drivingly connect a pair of axially aligned, rotatable, driving and driven shafts for the transmission of a plurality of different drives comprising a first, driving shaft speed controlled clutch device having a first clutch member drivingly mounted on said driving shaft and a second clutch member, that is drivingly engageable with said first clutch member, journalled on said driven shaft, a second, manually controlled clutch device drivingly mounted on said driven shaft having a shiftable means movable between different positions to provide for the transmission of the said drives, said second clutch member of said first clutch device having means adapted to be drivingly engaged with the shiftable means of said second clutch device to provide f or the transmission ofv one of said drives, a gear jou'rhalled on "said driven shaft having means adapted to be drivingly engaged with the shiftable means of said second clutch device to provide for the transmission of another of said drives, speed synchronizing blocker means arranged between said second clutch device and both said second clutch member of said first clutch device and said gear,

a first drive transmitting means permanently extending between said gear and said second clutch member of said first clutch device during the transmission of each of said drives including a one-way drive transmitting mechanism arranged to permit said second clutch member of said first clutch device to overrun said gear in one direction of rotation, manually operable control means for selectively engaging the shiftable means-of said second'clutch device with the second clutch member of the viirst clutch device and with said gear, and a second drive transmitting means connected between said-driving shaft and said gear. I 5. A- clutch construction adapted to drivingly connect a pair of axially aligned, rotatable, driving and driven members for the-transmission of a plurality of different drives' comprising a'rst, automatically operable centrifugal forceactuated, pawl type clutch device including a first clutch member drivingly mounted on said driving member and a second clutch member, that is drivingly engageable with said first clutch member, journalled on said drivenmember, a second, manually operable, toothed, clutch device drivingly mounted on said driven member having a toothed sleeve mounted for axial shift relative thereto, said second clutch member of said rst clutch device having toothed means adapted to be drivingly engaged with the shiftable sleeve of said second clutch device to lprovide for the transmission of one of said drives, a gear journalled on said driven member having tooth means adapted to be'drivingly vengaged with the sleeve of said second clutch device to provide for the transmission of another of said drives, speed synchronizing blocker rings, drivingly connected tosaid second clutch device and arranged'between said second clutch device and both vsaid gear and the second clutch member of said rst clutch device, a sleeve-like drive transmitting means permanently connected between and bridging said gear and said second clutch member o f said first clutch device during the ltransmission of each of said drives, said drive transmitting means having an overrunning clutch mechanism connecting the second clutch member and the 'gear arranged to permit said second clutch member of said first clutch device to overrun said gear in one direction of rotation, and manually operable control means for selectively engaging the toothed sleeve of said second clutch device with the secondclutch member of the first clutch device and with said gear.

6. A clutch construction adapted to drivingly connect a pair of axially aligned, rotatable, driving and driven members for the transmission of a plurality of different drives comprising a rst, automatically operable centrifugal force actuated. pawl type clutch device including a first clutch member drivingly mounted on said driving member and a second clutch member, that is drivingly engageable with said first clutch member, journalled on said driven member, a second, .man-

member carried by said drive shaft and non-rotatable relative thereto, gearing driven by said drive shaft including a driven pinion, a driven shaft, a second clutch member rotatably mounted on said driven shaft and adapted to be drivingly engaged with said rst centrifugal force actuable clutch member after said drive shaft has attained a predetermined speed of rotation, a manually operable clutch shift sleeve drivingly mounted on said driven shaft, means on said second clutch member adapted to be drivingly connected to said driven shaft through said shift sleeve, a driven gear journalled on said driven shaft, said driven gear being in constant mesh with said driven pinion, means on said driven gear adapted to be drivingly engaged with said shift sleeve, an overrunning clutch shell carried by said driven gear and mounted concentrically about said driven shaft and said shift sleeve and positioned so as to extend between said driven gear and said second clutch member, and overrunning clutch means permanently connecting said shell and said second clutch member arranged to insure continuous rotation of the second clutch member at the speed of or at a greater speed than that of the driven gear, said shift sleeve having means adapted to be selectively engaged with said driven gear when said sleeve is shifted to one axial position and means adapted to be selectively engaged with the second clutch member, when said sleeve is shifted to a different axial position, synchronous engagement of said sleeve with either said driven gear or said second clutch member being facilitated due to the permanent connection of the driven gear and second clutch member through the overrunning clutch shell.

AUGUSTIN J. lSYROVY.

WILLIAM T. DUNN.

ROY T. BUOY.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 2,134,316 Raven Oct. 25, 1930 2,170,926 Keller Aug. 29, 1939 2,212,731 Dunn Aug. 27, 1940 2,343,312 Maurer Mar. 7, 1944 2,380,559 Tyken July 31, 1945 2,383,149 Neracher Aug. 21, 1945 2,438,381 Banker Mar. 23, 1948 

